Flexible polyurethane foam (PUF) is a very versatile material ever created. The material is used for various applications and consumer end-use products such as upholstered furniture and mattresses. The increased use of these polymeric materials causes fire safety concerns. This has led to the development of various regulations and flammability test standards aimed at addressing the hazards associated with polyurethane foam fires. Several fire protection engineering correlations and thermal models have also been developed for the simulation of fire growth behaviour of polyurethane foams. Thus, the overall objective of this research project is to investigate the laboratory test behaviour of this material and then use finer modeling techniques to predict the heat release rate of the specimens, based on information obtained from cone calorimeter tests.<p> Full-scale fire tests of 10 cm thick polyurethane foams of different sizes were conducted using center and edge-ignition locations. Flame spread and heat release rates were compared. For specimens of the same size, center-ignition tests produced flame areas and peak heat release rates which were respectively 10 and 20% larger compared to edge-ignition tests. Average flame spread rates for horizontal and vertical spread were determined, and results showed excellent agreement with literature. Cone calorimeter tests of the specimens were performed using steel edge frame and open durarock board. Results indicate that different test arrangements and heat sources have significant effects on the fire behaviour of the specimens.<p> Predictions using the integral convolution model and other fire protection engineering correlations were compared with the full-scale tests results. Results show that the model was more efficient in predicting the heat release rates for edge-ignition tests than the center-ignition tests. The model also was more successful in predicting the heat release rates during the early part of the growth phase than during the later stages of the fire. The predicted and measured peak heat release rates and total heat release were within 10-15% of one another. Flame spread and t-squared fire models also gave satisfactory predictions of the full-scale fire behaviour of the specimens.

No description available.

Thesis (Ph.D)--Civil and Environmental Engineering, Georgia Institute of Technology, 2009. / Committee Chair: Haj-Ali, Rami. Part of the SMARTech Electronic Thesis and Dissertation Collection.

<div>Due to the depletion of fossil fuel reserves and emission challenges associated with its usage, there is a need for alternative aviation fuels for future propulsion. The alternative fuels with handling, storage and combustion characteristics similar to conventional fuels can be used as “drop-in” fuels without significant changes to the existing aviation infrastructure. Fire safety characteristics of alternative aviation fuels have not been studied intensively and therefore research is needed to understand these characteristics. In this study, fire safety characteristics namely hot surface ignition (HSI) and flame spread phenomena are investigated for alternative aviation fuels. </div><div><br></div><div>HSI is defined as the process of a flammable liquid coming in contact with a hot surface and evaporating, mixing and reacting with the surrounding oxidizer with self-supporting heat release (combustion). If all the conditions are adequate, the fuel may completely turn into combustion products following the ignition process. This work presents results from more than 5000 ignition tests using a newly developed reproducible test apparatus. A uniform surface temperature stainless steel plate simulating the wall of a typical exhaust manifold of an aircraft engine is used as the hot surface. Ignition tests confirmed that the ignition event is transient and initiates at randomly distributed locations on the hot surface. The results show many significant differences and some similarities in the ignition characteristics and temperatures of the different fuels. In this work, hot surface ignition temperatures (HSITs) are measured for nine hydrocarbon liquids. Five of these fuels are piston engine based, three fuels are turbine-engine based and one fuel is a pure liquid, heptane. The piston engine based fuels are given by FAA and are confidential and hence labeled as test fuels A, B, C, D for this study. The HSITs of these fuels are measured and compared against a baseline fuel 100 LL aviation gasoline (100LL Avgas). HSITs of conventional turbine engine based fuels namely Jet-A, JP-8, and JP-5 are also measured. </div><div><br></div><div>Flame spread along liquid fuel has been one of the important combustion phenomena that still requires more in-depth research and analysis for the deep understanding of the chemical processes involved. Flame spread rate determines how fast the flame spreads along the fuel surface and it is an important parameter to study for fire safety purposes. For the flame spread rates study, a novel experimental apparatus is designed and fabricated. The experimental apparatus consists of a rectangular pan, a fuel heating system, an autonomous lid actuation system, a CO2 fire extinguisher system, and a laser ignition system. The flame spread phenomenon is studied for a conventional aviation fuel namely, Jet-A and three alternative aviation fuels namely, hydro-processed ester fatty acids (HEFA-50), Fischer-Tropsch – IPK (FT-IPK) and synthetic iso-paraffin (SIP). The experiments are conducted for a wide range of initial fuel temperatures ranging from 25°-100°C for Jet-A, HEFA-50, FT-IPK and from 80-140°C for SIP as the flash-point of SIP is 110°C and is ~3 times higher than that of other three fuels. The flame spread rate of all fuels increases exponentially with increasing fuel’s initial temperature. Flame spread rate is as low as ~5 cm/sec for Jet-A, HEFA-50, FT-IPK for 25°C initial fuel temperature and goes to as high as 160 cm/sec for 80°C initial fuel temperature. For SIP based jet fuel, flame spread rate is ~160 cm/sec for initial fuel temperature of 140°C. Additionally, it was also found that the flame propagation consists of two types of flames: a precursor blue flame located ahead of the main yellow flame. These flames are more evident over the fuels’ surface with initial fuel temperatures higher than their respective flash-points. The precursor blue flame propagates like a premixed flame and the main yellow flame propagates like diffusion combustion.</div><div><br></div><div>This dissertation includes eight chapters. Chapter 1 gives an overview of the work done until now in the field of hot surface ignition. Following this review, the experimental apparatus designed and fabricated for this study are discussed in Chapter 2. This chapter also talks about the test matrix, data acquisition tools and concludes with the data analysis method. In Chapter-3, HSITs of 3 turbine engine based fuels and 5 piston engine based fuels are reported. This chapter also discusses the effect of drop height and curvature (flat v/s cylindrical) for two fuels, Jet-A, and heptane. This concludes the work done in the field of HSI in this dissertation. Chapter 4 talks about the past work reported by various researchers in the field of flame spread phenomenon and key learnings from their work. Chapter 5 discusses the experimental apparatus designed and fabricated for flame spread phenomenon study. In chapter-6, flame spread rates of 4 alternative aviation fuels are reported. This chapter also discusses the flame spread mechanism associated with slower (liquid-phase controlled) and faster (gas-phase controlled) flame propagation. Chapter 7 discusses flame propagation which consists two types of flames: a precursor blue flame and a main yellow flame. Chapter 8 concludes the key findings of the hot surface ignition and flame spread phenomenon study in this research work </div><div><br></div>

"The use of advanced materials in the construction of high-speed craft is becoming more commonplace. However, there are certain requirements set in the High Speed Craft Code (published by IMO) that restrict the use of materials based on results from full scale room fire testing (ISO 9705). An obvious benefit would be gained by simulating the results of these full-scale tests using bench scale data from the Cone Calorimeter and LIFT apparatus. A flame-spread algorithm developed by Henri Mitler at the National Institute of Standards and Technology was selected for implementation into the zone fire model CFAST. This algorithm was modified from its original form, so that it could simulate flame spread on wall/ceiling lining materials for both sidewall and corner scenarios, including ISO 9705 as prescribed in the High Speed Craft Code. Changes to the algorithm included geometry of flame spread across the ceiling, flame height, radiation exchange, ignition burner heat flux maps, and multiple pyrolysis zones. The new flame spread algorithm was evaluated against room corner test data from four different marine composite materials tested per ISO 9705."

A thesis submitted to the Faculty of Engineering, University of the Witwatersrand, Johannesburg, in fulfillment of the requirements for the degree of Doctor of Philosophy. / A theoretical and experimental treatment of fire processes in fuel-Lined, ventilated passages is presented. Initially a radially well mixed axial flow condition is considered. Experiments are first performed in non-stratified flow conditions where fire propagation and gas temperature histories are acquired from liquid and solid fuelled fires. Theory and experiment;display transient fire propagation for typical duct fire scenarios where initial fuel mass Loading is constant with respect to duct length. ( Abbreviation abstract ) / AC2017

"This dissertation documents two interrelated studies that were conducted to more fundamentally understand the scalability of flame heat flux. The first study used an applied heat flux in the bench scale horizontal orientation which simulates a large scale flame heat flux. The second study used enhanced ambient oxygen to actually increase the bench scale flame heat flux itself. Understanding the scalability of flame heat flux more fully will allow better ignition and combustion models to be developed as well as improved test methods. The key aspect of the first study was the use of real scale applied heat flux up to 200 kW/m2. An unexpected non-linear trend is observed in the typical plotting methods currently used in fire protection engineering for ignition and mass loss flux data for several materials tested. This non-linearity is a true material response. This study shows that viewing ignition as an inert material process is inaccurate at predicting the surface temperature at higher heat fluxes and suggests that decomposition kinetics at the surface and possibly even in-depth may need to be included in an analysis of the process of ignition. This study also shows that viewing burning strictly as a surface process where the decomposition kinetics is lumped into the heat of gasification may be inaccurate and the energy balance is too simplified to represent the physics occurring. The key aspect of the second study was direct experimental measurements of flame heat flux back to the burning surface for 20.9 to 40 % ambient oxygen concentrations. The total flame heat flux in enhanced ambient oxygen does not simulate large scale flame heat flux in the horizontal orientation. The vertical orientation shows that enhanced ambient oxygen increases the flame heat flux more significantly and also increases the measured flame spread velocity."

Compartment fire scenarios are of great interest due to the large loss of life and property that occurs annually in such fires. Due to the current move towards performance-based building code standards and the increasing acceptance by the regulatory system of model results, there is a growing need for detailed compartment fire data to demonstrate the accuracy of such engineering tools as they are used to ascertain performance. A series of carefully designed full-scale room/corner tests on two vinyl ester resin composite systems have been conducted in a heavily instrumented compartment to provide compartment fire data for the calibration of engineering tools. The two composite systems were chosen based on their thermal behavior. A nominally thermally-thick glass-reinforced plastic (GRP) skin was desirable, as many analytical formulations have been developed using semi-infinite assumptions. A "thermally-thin" skin panel typical of that used in fast ferry construction, consisting of a GRP skin over a balsa core, was also tested. The test protocol used throughout the room/corner experiments was a modification of the ISO 9705 standard where the HRR of the ignition fire was varied according to the Critical Ignition Source Strength concept. To date, there has been little work done where heat fluxes from compartment fires have been measured. Therefore, one of the key data components developed in this series of tests are heat flux measurements from thin skin calorimeters. A total of twenty-five thin skin calorimeters, constructed of Inconel plates, were located throughout the room: the spatial distribution of net and incident heat fluxes within compartment for both pre- and post-flashover conditions have been determined. Additionally, rakes of bare-bead thermocouples were placed in the vent and the corner of the room coincident with the thin skin calorimeter arrays. A third rake was placed in the center of the room. The thermocouple arrays provide data regarding layer temperatures and interface heights as well as a limited determination of temperature spatial distribution within the compartment. The thermocouple rakes also permit calculation of pressure gradients across and mass flows through the vent, thus providing information regarding wall lining fire entrainment rates, of use in corner fire algorithm validations and for globally evaluating the accuracy of CFD codes. Bench-scale cone calorimeter (ASTM E1354, ISO 5660) tests have been carried out on the two composite systems to gather material fire properties necessary as model inputs for fire spread algorithms. The present study developed material properties including heat release rate, species production, and ignition data for the two composite systems. Included are uncertainty bands that account for calculation and instrument uncertainty.

The fire development and flame spread in the railway carriages are investigated by performing a set of simulations using a widely accepted simulation software called &amp / #8216 / Fire Dynamics Simulator&amp / #8217 / . Two different rolling stock models / representing a train made up of physically separated carriages, and a 4-car train with open wide gangways / have been built to examine the effects of train geometry on fire development and smoke spread within the trains. The simulations incorporate two different ignition sources / a small size arson fire, and a severe baggage fire incident. The simulations have been performed incorporating variations of parameters including tunnel geometry, ventilation and evacuation strategies, and combustible material properties. The predictions of flame spread within the rolling stock and values of the peak heat release rates are reported for the simulated incident cases. In addition, for a set of base cases the onboard conditions are discussed and compared against the tenability criteria given by the international standards. The predictions of heat release rate and the onboard conditions from the Fire Dynamics Simulator case studies have been checked against the empirical methods such as Duggan&amp / #8217 / s method and other simulation softwares such as CFAST program.

The objective of this study is to formulate a general 3D material-structural analysis framework for the thermomechanical behavior of steel-concrete structures in a fire environment. The proposed analysis framework consists of three modeling parts: fire dynamics simulation, heat transfer analysis, and a thermomechanical stress analysis of the structure. The first modeling part consists of applying the NIST (National Institute of Standards and Technology) fire dynamics simulator (FDS) where coupled Computational Fluid Dynamics (CFD) with thermodynamics are combined to model the fire progression within the steel-concrete structure. The goal is to generate the spatial-temporal (ST) solution variables (temperature, heat flux) on the surfaces of the structure. The FDS-ST solutions are generated in a discrete numerical form. Continuous FDS-ST approximations are then developed to represent the temperature or heat-flux at any given time or point within the structure. An extensive numerical study is carried out to examine the best ST approximation functions that strike a balance between accuracy and simplicity. The second modeling part consists of a finite-element (FE) transient heat analysis of the structure using the continuous FDS-ST surface variables as prescribed thermal boundary conditions. The third modeling part is a thermomechanical FE structural analysis using both nonlinear material and geometry. The temperature history from the second modeling part is used at all nodal points. The ABAQUS FE code is used with newly developed external user subroutines for the second and third simulation parts. The main objective is to describe the nonlinear temperature-dependency of the specific heat of concrete materials, especially high-strength concretes, that drastically affects their transient thermal solution. New algorithms are also developed to apply the continuous FDS-ST surface nodal boundary conditions in the transient heat FE analysis. The proposed modeling framework is applied to predict the temperature and deflection of the well-documented Cardington fire tests and to predict the time-to-collapse of the recent Oakland bridge fire caused by a fuel-truck accident.